Automatic pipe-connector.



J. L. MOHUN.

AUTOMATIC PIPE CONNECTOR. APPLIOATION HIIED JUNE 23,1908.

Patented June 8, 1909.

10 SHEETS-SHEET l.

J. L. MOHUN. f AUToMATIc 'PIPE eoNNBoToR. APPLIUATION FILED JUNE 23, 1908.

Patented June 8, 1909.

10 SHEETS-SHEET Z.

J. L.' MOHUN. AUTOMATIC PIPE CONNECTOR. APPLICATION FILED JUNE 23,1908. 924,486.

QUit'ncoeo:

J. L. MOHUN.v AUTOMATIG PIPE CONNECTOR.

APPLIOATION FILED JUNE 23,1908. 924,486, Patented June 8, 1909.

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3 vanto@ .Amman WW1 l l l l APA 1J.. L. MOHUN.

Patented June 8, 1909.

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10 SHEETS-SHEET 6,

Patented June 8, 1909.

l J. L. MOHUN. AUTOMATIC PITT: CONNECTOR. APPLIOATION FILED JUNE 2.3.1908.

--YA l l l afdoen/woz J. L. MOHUN.

AUTOMATIC PIPE CONNECTOR.

. Patent-,911511118 8,1909.

10 SHEETS-SHEET "I.

APPLICATION FILED JUNE 23, 1908.

@Wilken S J. L. MOHUN. AUTOMATIC PIPE CONNECTOR. AlPLIoATIoN `FILED JNB 23,1908.

Patented June 8, 1909.

l0 SHEETS-SHEET 8.

- WMM @mhh/Lemmi J. L. MOHUN. AUTOMATIC PIPE GONNBUTOR.

.APPLIM'LION FILED .num 23,1908.

Patented June 8, 1909.

10 SHEETS-SHEET 9.

J. L. MOHUN. AUTOMATIC PIPE CONNECTOR.` APPLIUATION FILED JUNE 2a, 190s Patented June 8, 1909.

10 SHEETS-SHEET 10.

JOHNl L. MonUN, or NEW YORK, N. Y.-

l AUTOMATIC PIPE-CONNECTOR.

Specific-ation of Letters Patent.

Patented June 8, 1909.

Application ledlJune 23, 1908. Serial No. 439,969.

T 0 all 'whom it may concern:

Be a known that I, JOHN L. MOHUN', a

i citizen of the United States, and a resident of the borough of Brooklyn, of the city of New York, in the State of New York, have mvented certain new and-useful Improvements 1n Automatic Pipe-Connectors, of

which the following 'isa specification', reference being had to the accompanying drawings, formmg a part hereof.

' One ofthe objects ofthe present invention' is to provide an automatic'pipe connector which shall be particularly adapted for use upon freight cars, Where there is no steam or signal line, but simply a train line for controlling the brakes, and where accordingly only'one conduit or passage has to be providedfor the conduction of a pressure'uid.

Anotherobject of the present invention is to provide several improved features some of Whlchinay be used inautomatic pipe connectors of various types.v and qconstructions l and others of whihhave beenv devised particularly for use 'in connection with api e connector of the ty e or style shown in t e drawin s. These iflerent features will be referre to hereinafter in connection with the detailed description.

In the drawings, all of the figures, save Figures 22, 23 and 24, illustrate an automatic pipe connector or parts thereof having a single-conduit or passage such as is particularly adapted for use upon the cars of freight trains, While Figs. 22, 23 and 24 illustrate parts of an automatic pipe connector having more than one passage or.

conduit, such as would be used upon passenger trains; but it will be obvious,as the description proceeds,

have no concern with the number of conduits-or passages in the connector or in other Words with the number of different lines involved.

In said drawings, Fig.- 1 is a view in side elevation of a single assage pipe connector, a art of the car an the coupler thereon to w 'ch the connector is attached, being shown in dotted outline. Fig. 2 isa plan view of the connector. Fig. 3 is a sectionalview, the plane of section being indicated bythe line 3-3 in Fig. 2. Fig. 4 isa view in front elevation. Fig. 5 is a detailed sectional view showing-the manner of attaching a flexible for the train line,

that most of the fea-A tures of the invention are independent of and hose to the head of the connector. Fig. 6 is a deta1l sectional view and Fig. 7 is a detail view partly in section and partly in pl-an. of

the head of the connector illustrating a means for automatically operating the plug -cock in the train line, which means are not shown in Figs. 1 to 5. Figs. 8 to 11 inclusive are Views partly in section, partly in.eleva-' tion and partly diagrammatic, illustrating different "relative positions of the cock with respect to the automatic means for o erating thesame and with respect to the Va ve controlled thereby, these positions lbeing dcveloped with reference particularly to passenger or short freight trains. Fig. 12 is a detail sectional view showing a ortion of a handle for manually operating tlie cock and itsrelatin to the adjacent parts. Figs. 13 to 17 inclusive' are views similar to those of Figs. 8 to 11 inclusive, but illustrating positions which have been developed with rcpect particularly to long freight trains.

igs. 18 and 19 are views similar respectively to Figs. 6 and 7, but showing a modification of the automatic means for operating the valve in the train line.- Figs. 20 and 21 areres-pectively a vlew inside elevation and a view in front elevation illustrating a different means for bringing the head of the connector into a predetermined position for coupling, Figs. 22 and 23 are respectively a'view in plan and a view in side'elevation, illustrating a positive means for automatically locking together the heads of two adjacent connectors,and, Fig. 24 is a detail view in plan of one ofthe connector heads unlecked.

Referring first to Figs. 1 to `i inclusive, which illustrate a connector designed particularly to be a plied to the cars of freight trains or trains raving no steam or signal lines, the base o, is secured rigidly to the underside of the car body (indicated by broken lines) and forms or has -fastened thereto one member of a ball-joint. other member of this joint is integral with or secured to a member c which is intermediate the base a and the head b of the connector and upon which the head is 'slidable or entendible. In the .present case, this joint comprises a ball member d cored to form a passage for the train line, and a socket member 'da' fitting tightly upon the ball member and binding it securely to the base so that its flaring passage d communi- The- rings e; a gland e.

part of the intermediate cates properly with a somewhat larger passage d23 formed in the base. rlhis passage d2 is continued up through the base where'it communicates with the train pipe underneath the car. -In assembling the referred to (Fig. 3), the socket member (121 is irst slipped over the ball member (Z22 and then a large casting c, which constitutes member c, may be screwed on to the end: of the ball member and the socket member secured to the base a.

Screwed into the casting c is a pipe c2 preferably formed with a shoulder c3 shaped ike a nut and integral therewith for more conveniently fastening the pipe in place. Thelatter extends into apassage formed in the rear ortion b of the slidable connector head an thus constitutes a' plunger or pist0n,'suitable acking being rovided to give it a tight wor ing lit in saidp passage. Such packing may. comprise asbestos graphite and a resilient split ring e2 the ends of which tend to draw together and which 'ring acts as a spring to tjlie up automatically the wear upon the packing rings.

In order to keep the faces of two con- I nectors together-when coupled, a suitable pressure is applied to the connector head and acts at all times to force the head forward.

y For this purpose, two springs f may be proporting or centering casting c',

vided, one on each side ofthe pipe c2, pockets or seats for these springsl being formed in the casting c', and in the rear end b of the connector head. It should be noted that the springs, pressing as they do against the will keep the ball member d20 at all times hard against the socket member rlgl, thus always insuring a tight joint and taking up any wear.

' The forward movement of the head is limited by what may be referred to as a supmember g which is pret'- erablyfastened to the under side of the car coupler indicated in outline by broken lines in Fig. 1 and designated by the letter 71.. This member is shown in the present case as a funnel g with which a pin or proj ection g1 rigidly secured to the head of the connector, .ioperates When coupling takes will be vunderstood that the head is moved backward and held by the head of the adjacent coupler, sothat it is entirely free of the centering member g.. .Vi/'hen the head is uncoupled again, it moves forward and the inclined `surface g2 of the funnel-shaped member, causes the pin or projection glo which is forced ahead by the action of the springs f, to be brought into the center of the funnelshaped member. The funnel-sha )ed member and pin are vso roportioned and arranged with respect to tlie head of the connector that this action of the pin and funnel will bring the head into a pre-determined posiparts justy place, it

tion, that is into the proper vertical and lateral position for engaging another coupler head when the next coupling takes place. lt will lbe obvious that the pin and funnel may be arranged on either side ol' the head or underneath 'the head ol' the connector, instead ol' at the top, as shown; but it is preferable to secure the funnel to thc car coupler above the connector as illustrated. ldlheniso arranged it will be understood that the face I ol' the connector head is arranged so that, in its forward or uneoupled position, it is somewhat in advance of the pulling face ofthe knuckle of the car coupler (indicated at x---r in Fig. 1) so as to insure the proper amount of compression between the faces of two connectors when coupled. The face is provided with male and Female members lr" and b4 for gathering the two heads together in effecting a coupling and causing the port or ports in the Aface of the connector .to register, all as will be readily understood.

As illustrated particularly in Fig. 3, it will be seen that the port there shown in the face of the connector is provided with a gasket which is forced home by a wedge i, a packing ring or washer k being interposed hetween the Wedge i and the gasket. F or the pur ose of removing and replacing a gasket wit iout uncoupling two adjacent connectors, an opening is formed in one of' the latl eral l'aces of the head, as in the present case at tlietop, through which the wedge t,

washer /t and gasket may be removed. Covering this opening is a nut 2 by means of .which the wedge t' is drawn up and held in l place. l Sometimes a car provided with an auto- J matic connector may have to be coupled to one having the ordina-ry air brake hose and j couplings, and to take care of such a contingency, the connector is provided with an auxiliary passage b1 (Figs. 2, 3 and 5) tapped into the main passage which extends to the front face b of the connector. The main passage referred to is the regular passage extending from the base to the face of the connector and there may be of course many main passages as there are different linesembodied in the connector. In the present case where only one line, the train line, is illustrated, the auxiliary passage corresponding thereto extends from such li'ne to a point in bnc of the lateral faces ol' the connector head (Fig. 1), a slight extension of the head being provided for this purpose if necessary. At the junction ofthe main passage and auxiliary passage, it is three-way valve b in order that by giving the saine a quarter turn the main line passage may be made to communicate with the port in the face of theconnector or with the port in the side of the connector throughthe l auxiliary passage.

In Fig. 5, a conventional form ol' hose I.

preferable to provide a 35 sage is shown,

coupling is `illustrated as it would appear when secured upon the connector head with its port registering with the port in the side ofl the connector head. vThis hose has a short projection bm embracing a ange bis` upon the connector head," and the connector head is provlded with a fastening member blt which has an inclined face b and a hantor and means may. be provided for securingl "\three separate hose ipes thereto. l

Referring'now to l lgs. 6 and 7, these figures illustrate one form of automatic device which may be applied to operate the valvef controlling the passage through the .con-

nector, or a plurality ofvalves, if there be; more than one passage in the connector. 'The provision of such an automatic dev-ice obviously is important as it adds another factor of safety, insuring as it does that4 the valve or valves will-always' be found in their proper positions and making it` unnecessary for trainmen to go down between the'cars to operate them. In Figs. 6 and 7, only one astrate the improvement. The valve controllin the passage is embodied in a cock m held tig tly upon its seat by a spring m inter? osed between 'thecock and a cap Vnut m2. 40.. -he cock is extended at its smaller end, that isthe end farthest from the cap nut m2, and

` ieprovided with a pinion in the form of a gear "segment m3 which meshes with a rack m4 J `formed `upon a slidable member or rod m5 the sf'iend of which projects in such a way as to be pushed back when coupling takes place as by the adjacent art of another connector head. `In the case o Figs. 6 and 7 this rod or slidable member will be seen to project through the face b of the connector hea'd'and to be urged `forward by a spring m housed in the connector'head directly back of said rod or slidable member. It will thus be seen that upon coupling, this rod or slidable member Will 'be pushed back .by the adjacent connector face and thus through the rack and pinion will operate to turn the cock andthus control the position of the valve. It will be obvious that where such an automatic device is employed in the steam line, it will generally be desirable to Vhave the r'automatic device' .and cock related that the valve will'oper- .ate automatically to open this line-when a fc'oupling has taken place and tojclosetheline wheny an uncoupling isleiected and 'with the car are out'of order, it is desirable that the therefore for the but this Will sufficiently i ils-i signal line an arrangement will generally be adopted to keep the line open upon uncoupling. Where, however, an automatic vdevice such as has just beendescribed, is employed to operate the plug cock in the train line con- 70 ditions of use or operation make it desirable to adopt such connections between theautomatic device and cockl as. shall vpermit at least four different relative posi-tions ofthe cock with respect to the automatic. device. In other words, it is desirable to have such an arrangement as Willpermit the cock to be either open vor closed when the connector is' uncoupled and alsol opened or closed when the connector is coupled. Ordinarily, of course, the cock should. be open when the connector is cou led inorder to preserve the continuity of 4e train ipe passage', 'and when the connector is sud enly uncoupled as upon the parting of a train, it should remain open so as to cause the brakes to be applied instantly. But'in some'cases suchas'when the cars are about to be shunted from the train o r where the brakes upon a particular cock be closed while the connector is in its coupled position. Then again, where the connector comes at the end of a train, it is de'- sirable that the cock in the train line should be closed while the connector is in its uncoupled position. The ractical reasons four positions referred to will be readily understood. To permit all of these positions, hand means are provided for operating `the cock in addition to the automatic means so that the cock may be either open or closed in the coupled or uncoupled position of the connector inde endently'of the automatic means. For t is purpose, (Fig. 12), a handle m7 is employed having a projection m8 pivoted thereto which extends through the cock body and serves as a key between the gear segments m3 and the cock. The handle is referably mounted so that its weight will ho d it in a position to keep the projection m8 in engagement with the gear segment, but is pivoted so' that upon raising it, the projection will be withdrawn-a suicient extent to release entirely the gear segment from the cockand permit the. latter to be turned independently of the former. Lost motion is provided between the gear segment and cock so that the rack m4 may move Withi out turning the cock as when, for instance, the rod mi moves forward during uncoupling. 120 This lost motion may be produced by cutting a relatively long groovem9 in the gear segment forthe projecting end of the key m8 to engagle in, the other side of the pinion forming t e gear segment being slotted as at mi? 125 to pernnt the key and pinion to have a certain amount of free movement in respect to each other.

In Figs. 8 to 11 inclusive, the four positions of the cock are illustrated seriat'im and '130 freight trains, it causes,

.y Fig. 8, they with the cock open as in Fig. 9 t ius applying in connection with the res ective positions of I the valve controlled by t e cock which are shown diagrammatically underneath the ,l corresponding illustration of the cock. In I Fig. 8, the connector is shown as coupled and the valve is open 5 in Fig. 9 the connector is uncoupled and the valve is open, this position occurring, for instance, when the con nectors are parted upon the breaking of a train, their previous positions having been as illustrated in Fig. 8. Fig. 10 shows how the handle may be operated when the connectors are coupled (as in Fig. 8) to close the cock, as for shunting cars or when the brakes on a particular car are out of order; and Fig. r11 shows how the handle may be manipulated to closethe cock when the connector is uncouple'd as would be'the case at the end of, a train for instance.. In the position shown in Fig. 1,0, the key has been withdrawn from engagement with thepgear sefrment, but will snap back again automatical y as is obvious, when the connector is un-` coupled as shown in Fig. 11. It should be particularly noted that when the connector is coupled from either of the ositions shown in Figs. 9 and 11, the cock will) be found in itsopen position when the coupling has been e ected. y,

The positions of the cock just discussed have been considered with reference to the particular conditions which exist 'upon passenger trains, or upon trains comparatively short and of light equipment. Vith long and heavy` freight trains, however, another factor is introduced which ordinarily would have tobe dealt with in practice. This factor has reference to the danger caused by applying the brakes of freight trains in what is known as the emergency, This is what happens for instance in a passenger train, when there is a parting of the train at any point, the breaking of the train line leaving that line wide open and causing a very sudden drop in pressure in the train line thus' applying the brakes suddenly with the maximum pressure. Now while such a condition is desirable for passenger and short as is Well known, the buckling of the train at one or more points, where the train is long and made up of relatively light and heavy cars. Now, if Fi s. 8 and 9 be compared again, it will be seen row upon the parting of the connectors when vthey are coupled with the cock open as in will go to the uncou led position and com aring this figure with Fig.

the brakes in the lemergency. By comparing these two figures with Figs. 13 and 14, the modification of the connections will be understood to adapt them for applying the brakes automatically in vthe service position such as would be most satisfactory 'for heavy mixed freight trains. Of these two figures, Fig. 13 corresponds with Fig'. 8

and illustrates the position of the parts with the valve open when coupled, and Fig. 14 illustrates the position of the parts when 11n-- coupling takes place from the position shown 1n Big. 13. For the sake of clcarness, Figs. 15, 16 and 17 have been added to correspond respectively with Figs. 9, 10 and 11 and show completely how the automatic valve controlling device may be applied best to freightwtrains. Referring to lig. 14 again, 9, it will pinion or gear segment m is provided with a groove m for the kcy ym8 on the handle m7, which groove is slightly shorter than the corres onding groove mitin Fig. 9 with the result tliat, as the connector is uncoupled from the position shown in Fig. 13, the end wall of the groove m will engage thel key and turn the cock slightly so that the valve will be moved to vthe service position (see diagram of the valve underneath Fig. 14). This, as will be understood, will cause the brakes to be applied gradually. The shortening of the groove inl the gear segment makes it necessary to withdraw the key in order to open the valve to its full extent when the connector is uncoupled, and this position is illustrated in Fig. 15. The shortening of the groove makes no difference so far as the positions illustrated in Figs. 16 and 17 are concerned,l as will be seen by comparing these figures with Figs. 10 and 11.

In Figs. 18 and 19 a modification of the automatic device for operating the valve or valves'controlling the passages in the connector is shown. These figures dill'er yvery slightly from Figs. 6 and 7,. In the latter two figures the rod or slidable member mf is seen to project through the face of the connector head and in some inst anees it may he undesirable to have such a projecting member in the connector face in which ins-.ances the modified construction shown in l `igs. 18 and 19 may be preferable. In such modified construction the rod or slidable member nr" with its complementary spring m is provided and has a rack IIn. engaging the gear segment m3 as before. Instead of projecting through the coupler face however, this rod has secured thereto another rod or slidable member m the end of which normally projects into the funnel or female gatllering member b4; thus, when the pin 3 is inserted into the funnel t* during coupling, it will engage and push back thc rod m and thus operate to turn the cock.

Figs. 2() and 21 illustrate a modification of the means for bringing the head of the connector into a predetermined position for coupling. In F 1g. 1, for instance, it will be seen that a pinV and funnel were employed for this purpose, the pin traveling upon the inclined surface of the funnel to bring the head into centcr. I-n Figs. 20 and 21 a centering member g".-is`\;employed and may be made be seen t at the place..

fast, like the funnel of Fig. 1, to the coupleror may be secured to any other suitable part. This centering member ispreierably in the lorm of a yoke and to each arm oi this yoke a connectin member, preferably a chain y, is connecte( with the side of the connector head in advance of the yoke. When the coupling has been effected, the chain on either side, as will be obvious, will be slack, thus'permitting the desired range of movement of the connector; but when the c011- nector head is uncoupled, the springs f will force the connector head to its advanced position as before, and the chain will be drawn taut and will cause the connector head to be brought into thev proper position for coupling.

In Figs. 22 to 24 inclusive a means for au# tomatically locking together two opposing connectorl heads is shown. These means comprise a cou lefof clamps b2 (although one clamp mig it suiice) pivoted upon one side oi' the connector head by means of a bolt b21 or some other suitable-pivoting means. These clamps are provided with a spring b which constantly urges them in toward the clamping or fastening position such as is illustrated in Fig. 22. Af'chain or the like b2 is provided one end of which is-connected to a lug b24 upon the pivot bolt b21 and the other end of which is connected to a iixed art such as the centering member ,93 .w vch serves to bring the head of the'connector in` a nedetermined position for coupling. Wit 1 such a construction, the fastening clamps will be held back from the fastening position by the chain when the connector is uncoupled and the connector head is in its extended position (Fig. 24). When however the head of the connector is forced back in the act of coupling, the chain 623 will be relaxed and will permit the` spring bz2 to throw the clamps into the fasteningosition, and in that position they will be eld by the springs until the uncoupling takes Upon uncoupling the two yokes (Fig. 22) will irst movebackwardly until they encounter the portions of the head castings directly behind at which point the connector iaccs will be drawn apart; the mov- T ing back of the heads however will have first drawn tl ic chains 7f3 taut and thus have uniastencd thc clamps before the connector heads have tended to separate. 'F ig. 22 illus trates how by providing one set of clamps on one side oiI thc connector, two connectors will be clamped on both sides when brought t ,\gcthcr. When the heads are thus coupled together, it will be obvious that the slack oi the chains should be suilicicnt to compensate i'or thc movement oli the connector head duc to the wear of thc knuckles oi the car couphus. i

l claim as my invention i' l. ln a pipe connector having a single passage, the combination oil a connector head through which the 'passage extends, a base, an intermediate member having a plunger extending into the head, and a ball-joint r between the intermediate member and base and through which the passage extends.'-

2.- ln a pipe connector having a single passage, the combination of a connector head through which the passage extends, a base, an intermediate member having a plunger extending into the head, 4a spring to hold the head normally in its extended position, and a ball-.joint between' the intermediate member and base and through which the passage extends. 3. In' a pipe connector having a single passage, the combination of a connector head through which the passage extends, a base, an intermediate member having a plunger extending into the head, coiled sprin s interposed between the head and mem er, the

lhead and member having pockets in which the springs are seated, and a ball-jolnt between the intermediate member and base and through which the passage extends.

4. In a pipe connector having a single pas, sage, the combination of a base, head and intermediate member, the head and intermediate member being adapted to twist the one upon the other, and a ball joint between the intermediate member and base.

5. ln a pipe connector having a single passage, the combination of a ball-joint through which the passage extends, and yielding means to hold the parts of the joint at all times in close contact so that the passage' through the joint shall be tight.

6. In a pipe connector having a single passage, the combination of a ball-joint through which the passage extends, a connector head, and means interposed between the head and joint to hold the parts at all times in close contact so that the passage through the. joint shall be tight.

7. In a pipe connector having a single passage, the combination of a ball-j oint through which the passage extends, a connector head, and a spring interposed between the head and joint.

8. ln a pipe connector having a single passage, thc combination of an extendible head, a base through which said passage is cona joint between.. the head and base and through which said passage extends, means to limit the extensionzof the head, and a spring between the head and the ball member adapted to press the ball member against the base and keep the passage through the joint tight'.

ln a pipe connector, a movable connector head having a Ymain passage and an auxiliary passage tapped into the main pas- -tinued, a ball*membei-,constituting a part of sage, and a three-way valve at the junction oi thc main passage andthe auxiliary pas sage.

'10 -cured thereto and adapted to maintain the I 15 gathering pin of a'nother connector, and a rod 40 14. In a pipe connector, the combination 10. In a pipe connector, a movable connector head having a main passage extending to the front face of the connector head, an auxiliary passage tapped into the main passage and extending to a lateral face of the connector head, and means to fasten a hose to the connector head at the end of the auxiliary passage comprising a fastening mem- 17. In a pipe connector, the combination of a cock for controlling a valve in the train line, a pinion' on the cock, means engaging the pinion for automatically operating the cock, and a connection between the cock and 70 pinion permitting lost motion between the cock and pinion. i

18. In a' pipe connector, the combination of a cock for controlling a valve in the train line, a pinion on the cock, means engaging 75 the pinion for automatically operating the cock, and a key connecting the cock and pinion.

19. In a pipe connector, the combination of a cock for 'controlling a valve in the train 80 line, a pinion on the cock, means engaging the pinion for automatically operating the cock, a handle for manuall` operating the cock, and a key pivoted to Athe handle and adapted to connect the cock and pinion. 85

20. In 'a' pipe connector, the combination nga cock for controlling thevalve in thetrain e, a pinion on the cock, means engaging the pinion for automatically operating the cock, a handle for manually operating the 90 cock, and av key pivoted to the handle, the pinion having a long groove into whichA the end of the key is adapted to project, and the weight of the handle being adapted to hold the projecting end of the key in said groove. 95

21. In a nipe connector, the combination 13. In a pipe connector, the combination of an exten ible connector head, a centering of a valve for controlling the train` line, member, a spring for normally holding the means adapted to be moved by an oppositef head in its extended position, and a chain 35 part in another connector, and connections between the head and the centering member. 100

etween said means and valve whereby upon In a pipe connector, the combination c oupling, said valve will be in its open' posiof Aan extendible connector head, a centering tioirand upon uncou'pling, saidvalve will be yoke, a spring for normally holding the head left in its open position.-

in its extendedposition, and a chain on each side` of the head and connecting the head 105 with each side of the yoke.

23. In a pipe connector, the combination fastening member in its fastening position by gravity.

11. In a pipe connector, the combination of a valve, a gathering pin, a funnel for the projecting into, the funnel and operatively connected with the valve, whereby upon coupling, the gathering in upon an adjacent connector will push bacli) the rod and operate the valve.

12'. Ina pipe connector, the combination .l of a connector head having a passage therein, a valve" to open and closerthe assage, a 1gathering pin, a funnel for the at ering pin of another connector, a slidab e member, a

spring to keep the slidable member projecting normally into thefunnel, and ccnneetions between the slidable member and the valve, whereby upon coupling, the gathering pin upon an adjacent connector will push ack the rod and operate the valve.

another connector, and connections between said eans and valve whereby upon coupling, said valve will be in its wide-open` position and upon uncoupling, said valve will be brought from its wide-open position j tothe service position.

n a pipe connector, the combination of a valve for controlling the train line, manually operative means for opening and closing said valve, automatic means adapted to \be moved by an opposite part in an adjacent connector, and connections between said manually operative means, saidy automatic means and valve whereby after coupling, thev valve will be in its open position Without regard to its osition before coupling, and upon uncoup in will still remain. atleast partly open unt closed by the manually operat'ive means.-

y 16. In a pipe connector, the combination of a valve for the train line, lmeans for automatically operating said valve, and means 6 5 for manually operating said valve.

nector, springs for forcing the clamps into fastening position and for holding them back .from such position against the action of the springs.

24. In a pipe connector, the combination of an extendible connector head, clamps upon said head to fasten it to the head of an"- other connector, springs for forcing the *clamps into fastening osition and maintaining the clamps insucli position, and a connection between each clamp and a fixed part so that when the connector head is extended the clamps will be drawn back against the action of the springs and v ice versa.v

In a pipe connector, the combination of an extendible connector head, clamps upon said head to fasten it to the head of another connector, springs for forcing the clamps into fastening position and maintainmg the clamps in such position, e centerlng member ior the extendible head, and` means .of connection between the clamps and the centering member so` that when the head 1s extended the. clemps Wiil be drawn back i iigginst the 'springs and Vice versa.

Thisspecification si ned and witnessed this 19th day of June, D., 1908.

l JOHN L. MOHUN.

Signed inthe resence 0f-- LUCIUS VARNEY,

GRACE MCGRANN. 

